2005 Honda CBR 600RR

The high-tail, allows the seat-to-peg distance to remain reasonable, while the pegs are mounted high enough to provide outstanding ground clearance. Indeed, I had no clearance issues at the track, even at an aggressive 220Lbs on race tires. The instruments are logical, clear and easy to read at a glance, while the controls work with the usual Honda smoothness and positive feedback.

For '05, the new 600s seem to be focusing on bolstering torque in the midrange. This whole 600 class is a funny animal, one year, you hear about stratospheric redline increases and astronomical peak numbers, then two years later the focus shifts to improving midrange response and boosting the torque curve. On the surface, this would seem a bit contradictory, but the funny thing is that the CBR's (and to a varying degree the new R6's and ZX-6R's) enhanced pull comes without a sacrifice in the upper rev ranges, in-fact top-end power is stronger than ever.

When you start doing port work, there is a fine line between improving the midrange and killing the top-end. It seems that Honda threaded that needle perfectly, and the '05 CBR 600RR benefits greatly from all of that engineering know how. This is where I'd be tempted to say something corny like "Things are getting serious in the 600 class," of course that ship left port about six years ago. However at this pace, we'll have 150Hp 600s within the next six.

Not being quite the (ahem!) "athlete" I once was, I'm only good for about 20 minutes of sprint pace, and then I start getting lazy, braking earlier and carrying taller gears than I should. This is the situation which best illustrates the engine improvements on the new RR. Exiting a long 180° right hand sweeper, I find myself with 8K showing on the tach, instead of the usual 11+, yet I get good acceleration and as I arrive at the next corner, I find my terminal speed is close to that of the laps where I kept the bike boiling between 10-15K. Indeed, this is a very good motor and the improvement from last year is most noticeable right where good streetbike riders and track day aficionados will appreciate it most.

Another thing all riders will appreciate is the enhanced wail from the new intake. Intake noises seem to be getting better year-by-year as intake tracts get shorter and air boxes become less restrictive. The CBR 600RR howls with the best of them and sounds like this are what make motorcycling so much frigging cooler than insulating yourself in a cage.

As my grandfather always told me: You have to take the bad with the good. Such is life. In this case, the "bad" would be that Honda has hiked the CBR's price from $8,599 to $8,799.

Part of this price increase is offset by the upside down forks, radial calipers, improved motor and weight reduction. About that weight reduction; even with a claimed -9Lbs loss, the Honda should be in the neighborhood of 15Lbs heavier than its closest competition, even though the new R6 and ZX-6R have gained a couple Lbs for 2005. In the world of 600 Supersports, 15Lbs is like trying to race with a bag of groceries strapped to your back. Of course, with its added rigidity, good mass centralization and overall handling excellence, the CBR wears those extra groceries quite well. Furthermore, last year's bike was at an even greater disadvantage, and it still managed to win the World Supersport Championship.

Will its $200 -$500 price premium and extra weight keep the CBR from the head of the class? That'll have to wait (pun intended) until the 2005 600 Supersport Shootout. I'm already bugging the manufacturers to get all of the test units together at the earliest possible date. In the mean time, I can confidently tell you that the latest Honda CBR 600RR has come out swinging.

Buffalo, NY: ~ Racing defines the ultimate heights in motorcycle tire performance, so consider the fact that entire generations of modern-day championship-level racers in the USA have known only one name: Dunlop.

"This innovative combination of carcass-building techniques creates a tire with revolutionary stability and incredible cornering grip, thanks in part to the larger footprint provided by a flatter profile."

Our record speaks volumes. Dunlop earned yet another championship in the prestigious AMA Superbike class in 2004, which brings our total to 19 titles, including the last 15 in a row. Add to that impressive tally another AMA 600 Supersport championship that keeps our perfect record intact with 17 out of 17 titles, plus the AMA Superstock and Formula Xtreme titles in 2004, and you begin to understand the absolute hammerlock we hold on high performance.

Our reputation for high performance now grows even stronger, thanks to a pair of brand-new track-going race tires that join Dunlop's championship-caliber DOT-legal D208GP-A.

The next-generation D208GP front tire features a new race-proven compound, while a totally new D208GP-JLB rear tire now joins Dunlop's lineup. This innovative hybrid-construction racing tire, the D208GP-JLB, provides a new level of bolt-on performance with unprecedented chassis and suspension consistency when transitioning from the street to the track, and when going from track to track.

Using cutting-edge technology developed in racing slicks used this past season by 2004 AMA Superbike champion Mat Mladin and many other top-level racers, the D208GP-JLB combines one nylon ply, one nylon cut-breaker, plus a Jointless Band-a continuously wound belt of aramid fiber, which is the same material used in bullet-proof vests.

This innovative combination of carcass-building techniques creates a tire with revolutionary stability and incredible cornering grip, thanks in part to the larger footprint provided by a flatter profile.

This hybrid construction creates a lighter tire for less unsprung weight, and its zero-growth characteristics yield more consistent performance. This new construction also runs cooler, which allows the use of a softer compound to further enhance grip. In addition, the D208GP-JLB is less affected by heat cycles than the GP-A.

Net result: a true race-spec tire with a forgiving nature, requiring minimal chassis and suspension adjustments at the track. Developed and manufactured in the USA, the cutting-edge D280GP-JLB delivers a whole new level of performance to racers and sport bike riders.The D208GP front tire and D208GP-JLB rear tire are made in Buffalo, New York, and will be available to all riders at dealerships and outlets wherever Dunlop tires are sold.

D208GP-JLB Tire Features And Benefits

New D208GP-JLB hybrid construction combines one nylon ply, one nylon cut-breaker, plus a Jointless Band (JLB), a continuously wound belt of aramid fiber, which is the same material used in bullet-proof vests.

New hybrid tire construction yields "bolt-on" performance, requiring minimal chassis and suspension setup when transitioning from street to track and moving from track to track.

JLB hybrid construction creates a lighter tire for less unsprung weight, and its zero-growth characteristics yield more consistent performance. This new JLB construction runs cooler, which allows the use of a softer compound to further enhance grip. In addition, the D208GP-JLB is less affected by heat cycles than the GP-A. The D208GP-JLB features a flatter profile, which creates a larger footprint for enhanced grip.

Benefits include unparalleled grip, excellent drive out of corners, exceptional steering response and superior on-the-track handling, all with a more forgiving nature. New D208GP front tire incorporates a next-generation racing compound developed under the most demanding conditions-AMA pro racing.

D208GP-JLB tread pattern is identical to the tested and proven D208GP-A national championship-winning tire. Developed in the USA and manufactured in Buffalo, New York, to specifically meet the needs of racers and sport bike riders in the United States.

The high-tail, allows the seat-to-peg distance to remain reasonable, while the pegs are mounted high enough to provide outstanding ground clearance. Indeed, I had no clearance issues at the track, even at an aggressive 220Lbs on race tires. The instruments are logical, clear and easy to read at a glance, while the controls work with the usual Honda smoothness and positive feedback.

2005 CBR600RR** Information And Specs Provided By Honda **

FEATURES AND BENEFITS

The 2005 CBR600RR incorporates a host of next-generation upgrades that elevate this full-on sport mount to all-new heights.

Dual Stage Fuel Injection system features two injectors per cylinder-one upper and one lower-controlled by an ECU that senses rpm and throttle opening. Lower injector enhances rideability while upper injector improves top-end horsepower. At lower rpm only the lower injector is working. Above 5500 rpm both injectors are activated. The system uses 40mm throttle bodies.

Unit Pro-Link rear suspension system is patterned after RC211V GP racer. In this system, the upper shock mount is contained within the swingarm rather than the frame. With no top frame-mount for the shock, this unique system reduces negative suspension energy from being transmitted into the frame, allowing engineers to optimize frame rigidity and producing improved rideability out of corners.

Instrumentation is very compact, featuring a large central tachometer flanked by a small LCD display for fuel level and coolant temperature on the left, and a large LCD readout of speed, dual tripmeters and related warning indicators on the right. Brilliant ISO-marked LED indicator lights are positioned around the perimeter of the panel.